JP2008510101A - Fuel quantity adjustment in pilot ignition engine - Google Patents

Abstract

  The engine system (100) is configured to control a quantity of a first fuel supplied to the engine. A first fuel regulator (322) adapted to control the amount of the first fuel supplied to the engine simultaneously with the first fuel supplied to the engine. A second fuel regulator (324) adapted to control the amount of second fuel supplied, and a controller (104) connected to at least the second fuel regulator. The controller (104) is supplied to the engine in relation to the amount of the first fuel supplied to the engine to serve to ignite the first fuel at a specific time during steady state engine operation. An amount of second fuel to be supplied to the engine in a manner different from that in steady state engine operation during transient engine operation. It is made like.

Description

  This application claims the priority of US patent application Ser. No. 10 / 9,419, filed Aug. 16, 2004.

  The present disclosure relates to internal combustion engines, and more particularly to operating an internal combustion engine.

  The pilot ignition engine is operated by two fuels at the same time. The main fuel mainly serves to generate torque, and the pilot fuel mainly serves to ignite the main fuel. Since pilot fuel is primarily intended to ignite the main fuel, the torque generated by the pilot fuel is generally very small compared to the torque generated by the main fuel. Pilot fuel combustion raises the pressure and temperature in the combustion chamber to the ignition threshold of the main fuel. When the ignition threshold is reached, the main fuel begins to burn. The amount and timing at which pilot fuel is introduced into the combustion chamber is accurately metered to reach the ignition threshold at a particular time relative to the combustion cycle. The timing of the main fuel is not closely controlled. In an engine that uses a gas mixer at the inlet to meter the main fuel, the fuel supply changes in the gas mixer and the change in fuel supply is realized as a change in engine torque. Delays thereby slowing the engine's response to changes that affect engine fuel supply requirements, such as changes in speed or engine load.

Summary of invention

  Therefore, pilot ignition engines are required to improve responsiveness to changes that affect engine fuel supply requirements.

  The present disclosure is directed to systems and methods for controlling a pilot ignition engine to improve responsiveness to changes that affect engine fueling requirements.

  One implementation includes an internal combustion engine, a first fuel regulator configured to control an amount of a first fuel supplied to the engine, and an engine at the same time that the first fuel is supplied to the engine. An engine system comprising a second fuel regulator adapted to control the amount of second fuel supplied to the engine. The engine system is coupled to the second fuel regulator and is connected to the engine in relation to the amount of the first fuel supplied to the engine for operation when igniting the first fuel at a particular time. A controller is also provided that is adapted to send a signal to the second fuel regulator during steady state engine operation to regulate the amount of second fuel that is delivered. The controller simultaneously causes the second fuel regulator to transition during transient engine operation to regulate the amount of second fuel delivered to the engine in a manner different from that associated with steady state engine operation. A signal is sent.

  Another implementation includes an engine controller that includes a processor. The processor determines the amount of first fuel to supply to the engine, and in relation to the amount of first fuel supplied to the engine to ignite the first fuel at a particular time. Determining the amount of second fuel to be supplied to the engine simultaneously with the first fuel in a state engine operating state, in a transient engine operating state, in a manner different from the relationship in steady state engine operation. An operation is performed that includes determining an amount of a second fuel to be supplied to the engine simultaneously with the first fuel.

  Another implementation includes a method of supplying fuel to an engine. In the method, an amount of a first fuel to supply to the engine is determined. The amount of second fuel to be supplied to the engine simultaneously with the first fuel in steady state engine operation is determined in relation to the first fuel for igniting the first fuel at a particular timing. . The amount of second fuel to supply to the engine simultaneously with the first fuel in transient engine operation is determined in a manner different from that in steady state engine operation.

  The details of one or more embodiments of the invention are set forth in the accompanying drawings and the description below. Other features, objects, and advantages of the invention will be apparent from the description and drawings, and from the claims.

  Like reference symbols in the various drawings indicate like elements.

  Referring initially to FIG. 1, an exemplary engine system 100 constructed in accordance with the present invention is schematically shown. Engine control system 100 includes an engine control module (ECM) 104 operatively coupled to communicate with one or more engine sensors 106 and one or more actuators 108. Engine sensor 106 is coupled to internal combustion engine 102 and can sense one or more operating characteristics of engine 102 and / or engine system 100 and output a signal representative of the operating characteristics. Some examples of general engine operating characteristics include torque indicating characteristics such as engine speed, manifold absolute pressure (MAP), or intake manifold density (IMD) (intake manifold density). , Characteristics indicating the air / fuel ratio of the engine, such as engine output, exhaust oxygen content, ambient and / or engine temperature, ambient pressure, etc. Actuator 108 is adapted to control various engine system components (not specifically shown) that are used to control the engine and other engine system components. Some examples of common engine components include throttles, turbocharger bypass or wastegate, ignition systems, air / fuel conditioning devices such as adjustable fuel mixtures, fuel Includes pressure regulators, fuel injectors, and others. The ECM 104 can also be coupled in communication with other components 110. Some examples of other components 110 sense information other than the user interface, engine or engine system operating characteristics that allow the user to search the ECM 104 or enter data or instructions into the ECM 104. One or more external sensors may be included, a monitoring or diagnostic device that allows the ECM 104 to communicate system characteristics, and the like.

With reference to FIG. 2, ECM 104 includes a processor 112 operatively connected to a computer readable medium or memory 114. Computer readable media 114 may be wholly or partially removed from ECM 104. The computer readable medium 114 contains instructions used by the processor 112 to perform one or more of the methods described herein. The ECM 104 can receive one or more input signals (input ₁ ... Input _n ) from sensors 106, actuators 108, and other components 110, such as sensors 106, actuators 108, and other components 110. Can output one or more output signals (output ₁ ... Output _n ).

  The ECM 104 accelerates or decelerates the engine 102 (FIG. 1) to a specific operating state, such as a specific speed, torque output, or other specific operating state, to bring the engine into steady state operation. Operate to maintain. For this purpose, the ECM 104 receives input from a sensor 106 that includes engine condition parameters, and determines and outputs one or more actuator control signals that are adapted to control the actuator 108 to operate the engine 102. To do.

  FIG. 3 shows an exemplary ECM 104 for use in controlling the air and fuel mixture supplied to the engine. The example ECM 104 of FIG. 3 receives input of engine condition parameters from a sensor 106, in this case a torque indicating characteristic sensor 316 such as a MAP or IMD sensor, and an engine speed sensor 318 and outputs a signal to the actuator 108. Actuator 108 includes at least a main fuel control regulator 322 and a pilot fuel control regulator 324 operable to control the ratio of air and fuel supplied to the engine. The main fuel control adjustment device 322 controls the main fuel, and the pilot fuel control adjustment device 324 controls the pilot fuel. Examples of fuel control regulators 322 and 324 include an air bypass in an engine system that uses a fuel pressure regulator or a fixed air / fuel mixer, an adjustable air / fuel mixer, directly into the combustion chamber. One or more fuel injectors, or other air / fuel conditioning devices, that inject or otherwise inject away from the combustion chamber are included. The use of a fuel injector, such as pilot fuel control regulator 324, allows accurate timing and metering of pilot fuel relative to the main fuel. Thus, in one exemplary engine system, the fuel control regulator 322 includes an adjustable air / fuel mixer, or air and main fuel supplied by a fuel pressure regulator or a fixed air / fuel mixer. One of the air bypasses used to control the ratio. Pilot fuel conditioner 322 is one or more fuel injectors arranged to inject pilot fuel directly into the combustion chamber. The ECM 104 receives inputs from the torque indication characteristic sensor 316 and the engine speed sensor 318, determines actuator control signals to control the operation of the air / fuel control regulators 322 and 324 as discussed below, Output.

  The ECM 104 includes a lambda target value determiner 326 that receives one or more engine condition parameters and is selected to maintain the desired lambda target value and the main fuel contribution and pilot fuel. Determine and output the contribution. The lambda target value is selected to maintain engine operation in a substantially steady state. As discussed in more detail below, the main fuel and pilot fuel contributions are used to determine actuator control signals operable to control the fuel control regulators 322 and 324. In determining the main fuel and pilot fuel contributions, the exemplary ECM 104 determines the engine speed from the engine speed sensor 318, the characteristic indicating the torque from the torque indicating characteristic sensor 316 (eg, MAP or IMD), and optionally, For example, other parameters such as ambient and / or intake air temperature are used. It is also foreseen that the ECM 104 may use other sensors instead, such as mass-air sensors or combustion mixture flow capacity sensors, or in combination with those described above.

  As a configuration of the pilot fuel supply, the combustion of the pilot fuel works by igniting the main fuel by raising the pressure and temperature in the combustion chamber to the ignition threshold of the main fuel. When the main fuel ignition threshold is reached, the main fuel begins to burn (in addition to the remaining pilot fuel). The amount of pilot fuel contribution is related to the amount of main fuel contribution so that the main fuel ignition threshold is reached at a particular time in the engine combustion cycle (one cycle is from the intake to the exhaust of the combustion chamber). The lambda target value determiner 326 is selected. The specified time is achieved to achieve substantially complete combustion of air, main fuel, and pilot fuel in the combustion chamber and to peak from combustion in order to efficiently convert combustion energy into torque output from the engine. It is selected with a balance between synchronizing the generation of pressure with the position of the piston in the combustion chamber.

  Lambda target value determiner 326 uses a look-up table that includes at least values representing engine speed and torque indication characteristics that correlate to main fuel and pilot fuel contributions determined to maintain steady state engine operation. Thus, the contribution of main fuel and pilot fuel can be determined. Instead, or in combination with a look-up table, lambda target value determiner 324 uses inputs from one or more sensors 106, for example, calculations that form a formula as a function of engine speed and torque indication characteristics. A lambda target value can be determined. In either case, the main fuel contribution and the pilot fuel contribution are related to the respective engine speed and torque indication characteristic values for the purpose of providing the engine with a specific combustion mixture to maintain steady state operation. To be selected. Thus, different lambda target values can achieve different engine operating conditions. Further, in either case, the pilot fuel contribution is selected as a function of the main fuel contribution to achieve the main fuel ignition threshold at a particular time.

  The ECM 104 receives input from the torque request from the fuel determiner 340 and determines the amount to increase or decrease the main fuel contribution and the pilot fuel contribution in response to transient engine operating conditions. An offset determiner 338 is provided. The output of the lambda offset determiner 338 modifies the main fuel contribution (positive or negative value) before the main fuel actuator transfer function 336 and the pilot before the pilot fuel actuator transfer function 334. A pilot fuel offset (positive or negative value) that modifies the fuel contribution. In the exemplary ECM 104, the main fuel offset and pilot fuel offset are added to the main fuel contribution and pilot fuel contribution, respectively, but the main fuel and pilot fuel offsets are applied as multipliers or in formulas that form a formula. It is foreseen that each may be applied in different ways (eg, the main fuel offset is applied as an adder and the pilot fuel offset is applied as a multiplier). .

  In transient conditions, if the engine is accelerated or decelerated in torque, speed, or both, the engine air / fuel demand tends to increase during acceleration and decrease during deceleration. is there. The lambda offset determinator 338 operates when the fuel is supplied to the engine when operating near lean or near the stoichiometric ratio (eg, enriching the air / fuel ratio) to compensate during acceleration. Is temporarily raised above where it is required to operate the engine in a new steady state operating condition. By increasing the amount of fuel delivered during acceleration, the torque output of the engine is increased, resulting in more responsive performance and faster acceptance of increased torque loads. During deselection, the lambda offset determiner 338 reduces the amount of fuel delivered below that required by the engine to operate in a new steady state operating condition (ie, air / Lean fuel ratio), thereby helping the engine dissipate unnecessary torque output and prevent overspeed. The amount of increase or decrease in the amount of fuel delivered to the engine can be related to the degree of engine transients. For example, as the engine deviates from steady state operation, the ratio of deviation from steady state operation indicates the degree of transientity.

  In configurations where the main fuel offset and the pilot fuel offset are combined as an addend with the main fuel contribution and the pilot fuel contribution, the lambda offset determiner 338 outputs a positive main fuel and pilot fuel offset. Increase the amount of fuel supplied during acceleration, and reduce the amount of fuel supplied during de-selling by outputting a negative offset that subtracts from the main and pilot fuel contributions Let

  The amount that the lambda offset determiner 338 affects the pilot fuel contribution need not be determined in a similar relationship to the main fuel as it is determined under steady state operation. For example, the offset determiner 338 may reduce the pilot fuel offset during acceleration so that more pilot fuel is provided to the engine than is necessary to ignite the main fuel at a particular time in the combustion cycle. Can be determined. In some cases, the pilot fuel offset can be determined to be greater than the main fuel offset or the engine can be provided with more pilot fuel than the main fuel. One manner of determining the pilot fuel offset may include selecting the pilot fuel offset such that the engine is accelerated primarily by the pilot fuel during at least a portion of the acceleration of speed or torque. it can. In other words, for at least a portion of speed or torque acceleration, the majority of the torque generated by the engine is generated from burning the pilot fuel. For this purpose, the main fuel and the pilot fuel can be assigned relative torque contributions that indicate the amount of torque each produces in a given combustion cycle. As indicated above, in steady state operation, any torque contribution resulting from pilot fuel combustion is secondary and only a small amount of pilot fuel is needed to ignite the main fuel, so pilot fuel The torque contribution is small. However, in acceleration, the pilot fuel offset determined by the lambda offset determiner 338 can be selected to increase the relative torque contribution from the pilot fuel over the main fuel torque contribution. In most cases, this provides more pilot fuel than is necessary to ignite the main fuel at a particular time, and usually provides more pilot fuel than the main fuel. The increased pilot torque contribution can be selected as a function of, and in some cases proportional to, the amount of engine operation that deviates from steady state during transient conditions. Such bias can be derived from the torque demand from the fuel determiner 340, discussed in more detail below.

  During deselection, the lambda offset determiner 338 can be configured to select the main fuel offset and the pilot fuel offset in a relationship similar to that in a steady state. In other words, the pilot fuel offset can be selected in relation to the main fuel offset to ignite the main fuel at a particular time in the combustion cycle. The increase or decrease in main fuel and pilot fuel can be selected as a function of the amount of engine operation that deviates from steady state during transient conditions, and possibly in proportion to the amount. Such bias can be derived from the torque demand from the fuel determiner 340, discussed in more detail below.

  The lambda offset determiner 338 receives the torque from the fuel (from the torque request from the fuel determiner 340), the MAP or IMD from the torque indicating characteristic sensor 316, and the engine speed sensor 318 and the engine speed target 320. A lookup table that associates one or more engine condition parameters, such as engine speed, with the main fuel offset value may be used to determine the pilot fuel offset. Alternatively, or in combination with a look-up table, the lambda offset determiner 338 can use a formula to determine the pilot fuel offset. Similarly, main fuel offset may be determined using a look-up table that associates one or more engine condition parameters with main fuel offset values and / or formulated calculations. A lookup table or formula for the main fuel offset can evaluate the torque from the fuel due to the torque demand from the fuel determinator 340, or can exclude the torque from the fuel. If the lookup table or formula for the main fuel offset evaluates the torque from the fuel due to the torque demand from the fuel determinator 340, the lambda offset determinator 338 may determine, for example, the main fuel offset. A calibration factor can be applied that adjusts the amount by reducing the amount of torque from the fuel used (received as input 328). The remaining portion of torque from the fuel is used to determine the pilot fuel offset. The calibration factor can be selected such that the majority of the torque from the fuel is used to determine the pilot fuel offset during acceleration. If the lookup table or formula for the main fuel offset does not evaluate the torque from the fuel, the total torque from the fuel value is used to determine the pilot fuel offset. Alternatively, or in combination with a calibration factor, a calculation that forms a lookup table or formula may require an increased input from the pilot fuel offset in adapting the torque from the fuel requirement during acceleration. Can be evaluated.

  The determination of the pilot fuel offset by a lambda offset determiner that does not evaluate the intentionally increased torque contribution of the pilot fuel during acceleration is that it determines the pilot fuel offset only by the main fuel offset. This is different from the pilot fuel offset determination in the lambda offset determiner 338. In other words, the pilot fuel offset is determined as a function of the additional amount of pilot fuel required to ignite the additional main fuel added by the main fuel offset. Selecting a pilot fuel offset during acceleration to provide increased torque contribution can result in a faster transient response (eg, acceleration and load acceptance). For example, as is often the case with engines with gaseous natural gas as the main fuel and diesel as the pilot fuel, the main fuel is introduced using the engine's intake gas mixer and the pilot fuel burns. Can be injected directly into the chamber. Since the gas mixer is substantially moving out of the combustion chamber, there is a change in the fuel supply of the main fuel in the gas mixer and a change in fuel realized as a change in engine torque output. The delay in feeding in between results in a slow transient response (ie, a slow response to changes in load or a slow start of change in speed). Since the fuel is injected directly into the combustion chamber, it is much more possible to carry out a change in the fuel supply of the pilot fuel injected directly into the combustion chamber and that is realized as a change in the engine torque output Very fast.

  Lambda offset determiner 338 may also function to adjust the pilot fuel offset per cylinder, for example, to balance the torque produced by different cylinders of a multi-cylinder engine. The adjustment can be static, for example, predetermined, such as by periodic testing of the engine, and applied to the engine at each combustion cycle of the engine. Alternatively, as the torque generated by the different cylinders changes, the adjustment is derived continuously, such as from a torque sensor coupled to the engine, and the amount of different adjustment is added to the pilot fuel offset to determine dynamically. be able to. The adjustment need not be determined directly from the torque output of a given cylinder, but other related to torque such as peak cylinder pressure, illustrated mean effective pressure, total heat dissipation, and instantaneous crankshaft angular velocity. Can be based on parameters. Further, the lambda offset determiner 338 need not serve to balance the torque generated by the different cylinders only during transient engine operating conditions, and can operate during steady state conditions. . Adjustments on a cylinder-by-cylinder basis using pilot fuel offsets allow the ECM 104 to compensate for variations between cylinders, the main fuel is metered by the gas mixer, and the pilot fuel is injected directly into the combustion chamber. To compensate for each cylinder.

  The main fuel actuator transfer function 336 receives at least the main fuel contribution signal (which incorporates the main fuel offset signal) and determines an actuator control signal adapted to operate the main fuel regulator 322. The pilot fuel actuator transfer function 334 receives at least the pilot fuel contribution signal (which incorporates the pilot fuel offset signal) and determines an actuator control signal adapted to operate the pilot fuel regulator 324. Actuator transfer functions 336 and 334 receive and evaluate other inputs in determining their respective actuator control signals, such as engine condition parameters, fuel pressure, ambient pressure, engine temperature, ambient temperature, etc. described above. Can do. Actuator transfer functions 334 and 336 may calculate the main / pilot contribution signal and any other, by calculation as a function of the main / pilot contribution signal and any other input, and by a combination of lookup tables and calculations, or by other methods. Is used to determine the respective actuator control signal using a look-up table that associates the input to the actuator control signal.

  FIG. 4 illustrates the functional operation of an exemplary torque request from a fuel determiner suitable for the determiner 340. The example determiner 340 includes a PID controller 410, such as a PID controller used in an engine governor. When configured to maintain steady state engine speed, PID controller 410 receives engine speed target value 320 determined by the user and engine speed measured from engine speed sensor 318. The PID controller 410 is a proportional term indicating the difference between the engine speed target (set-point) 320 and the measured engine speed (eg, error), an integral term indicating the integral of the error over time. term), and a differential term indicating the rate of change in error over time. Proportional and differential terms received individually or together indicate the degree of engine transients. Accordingly, the proportional term is factored by the fuel enrichment authority factor 342 and output as torque from the fuel. The remainder of the proportional term, ie, the difference between the proportional term and the proportional term factored by the authority factor 342, is summed by the integral and differential terms and output as torque from the charge control. Alternatively, the determiner 340 uses proportional and differential terms factored by the fuel enrichment authority factor 342 in determining torque from the fuel and is proportional with integral terms to determine torque from charge control. The rest of the terms and differential terms can be used. Torque from the charge control can be used to operate an engine intake throttle valve to control the amount of combustion mixture (charge) delivered to the engine. In both cases, the proportional and differential terms are equal to zero in steady state operation. Therefore, the torque from the fuel is also zero, and the main fuel contribution or pilot fuel contribution is not corrected. However, during acceleration or de-selection (transient operating conditions), the non-zero values of the proportional and differential terms produce non-zero torque from the fuel. Non-zero torque from the fuel can also correct the main fuel contribution or the pilot fuel contribution. Transient fuel adjustment can be disabled by setting the fuel enrichment authority factor 342 to zero.

  Lambda target value determiner 326 may optionally include feed forward compensation by communicating with a load (not specifically shown) or a controller for the load that is applied to the engine to derive an incoming signal of the load. it can. In this case, the lambda target value determiner 324 receives an incoming signal of the load indicating a change in the load, and optionally receives the magnitude of the incoming load as the optional input 314. Using the load arrival signal, the lambda target value determiner 326 anticipates engine power requirements based on the incoming change of the load communicated by the load arrival signal and determines in anticipation of the incoming change of the load. The contribution of the main fuel and the contribution of the pilot fuel can be adjusted. An example of feed forward compensation that can be used in engine system 100 is disclosed in US Pat. No. 6,564,477, named Feedforward Engine Control Governing System, the disclosure of which is incorporated herein in its entirety.

  Referring to FIG. 5, the operation of ECM is schematically shown. At block 510, the ECM receives a signal indicative of one or more engine condition parameters. As described above, in one case, the engine condition parameter is a characteristic indicating the engine air-fuel ratio, such as engine speed instruction parameter such as engine speed, MAP or intake manifold density IMD, engine output, and exhaust gas oxygen content. , Ambient and / or engine temperature, ambient pressure, etc.

  At block 520, the ECM determines main fuel and pilot fuel contributions from steady state engine operation from the received engine condition parameters. In steady state operation, the pilot fuel contribution is determined at least in part in relation to the main fuel contribution that serves to ignite the main fuel contribution at a predetermined time of the combustion cycle.

  At block 530, the ECM determines main fuel and pilot fuel offsets to apply to the main fuel and pilot fuel contribution with respect to engine operation under transient conditions from the received engine state parameters. The offset can increase or decrease the amount of main and pilot fuel delivered to the engine depending on whether the transient condition is acceleration or deceleration in speed or torque. In steady state operation, the offset does not affect the amount of main fuel and pilot fuel supplied to the engine. At block 530, the ECM determines a pilot fuel offset in a manner different from the relationship with the first fuel, whereby the pilot fuel contribution is determined at block 5220. For example, in steady state operation, the amount of pilot fuel supplied to the engine according to the pilot fuel contribution is much less than the main fuel supplied to the engine. As discussed above, during acceleration, in some cases, the amount of pilot fuel is supplied to the engine so that it is greater than necessary to ignite the main fuel at a given time in the combustion cycle. The pilot fuel offset can be determined to affect the amount of pilot fuel added to the engine such that the amount of pilot fuel to be added is greater than the amount of main fuel supplied to the engine. The pilot fuel offset can be determined such that the torque contributed to the combustion cycle of the engine by the pilot fuel during acceleration is greater than the torque contributed to the combustion cycle by the main fuel. During deselection, the pilot fuel offset can be determined to maintain the same relationship of the pilot fuel to the main fuel as in steady state, or can be determined in other ways.

  At block 540, main fuel and pilot fuel offsets are combined with main fuel contributions. At block 550, the amount of main fuel and pilot fuel supplied to the engine is adjusted by the output of block 540. The series of blocks 510-550 can then be continuously repeated as necessary to operate the engine.

  A number of embodiments of the invention have been described. Nevertheless, it will be understood that various modifications can be made without departing from the spirit and scope of the invention. Accordingly, other embodiments are within the scope of the appended claims.

1 is a schematic diagram of an engine system constructed in accordance with the present invention. FIG. 2 is a schematic diagram of an engine control module for use in an engine system constructed in accordance with the present invention. FIG. 3 is a schematic diagram of the functional operation of an engine system constructed in accordance with the present invention. FIG. 3 is a schematic diagram of the functional operation of an engine torque demand determiner for use in an engine system constructed in accordance with the present invention. 4 is a flowchart of the operation of an engine control module constructed in accordance with the present invention.

Claims (44)

An engine system,
An internal combustion engine;
A first fuel regulator adapted to control the amount of first fuel supplied to the engine;
A second fuel regulator adapted to control the amount of second fuel supplied to the engine at the same time as the first fuel is supplied to the engine;
A control device coupled to the second fuel regulator, the amount of the first fuel supplied to the engine for igniting the first fuel at a specific time; In order to regulate the amount of the second fuel supplied to the engine in relation, a signal is sent to the second fuel regulator during steady state engine operation, and in steady state engine operation. A controller adapted to signal the second fuel regulator during transient engine operation to regulate the amount of the second fuel supplied to the engine in a manner different from And engine system.   The transient engine operation is acceleration, to adjust the amount of the second fuel supplied to the engine by an amount greater than that determined according to the relationship in steady state engine operation; The engine system of claim 1, wherein a controller is adapted to send a signal to the second fuel regulator.   The engine system of claim 1, wherein the controller is configured to send a signal to the first fuel regulator to regulate the amount of the first fuel supplied to the engine.   The controller is configured to adjust the amount of the second fuel supplied to the engine to adjust the torque contribution of the second fuel relative to the torque contribution of the first fuel. The engine system of claim 1, wherein the engine system is adapted to send a signal to the second fuel regulator during typical engine operation.   The controller is responsive to the transient engine operating condition for the torque contribution of the second fuel to the torque contribution of the first fuel that is substantially greater than during steady state engine operation. Claims adapted to signal the second fuel regulator during transient engine operation to regulate the amount of the second fuel supplied to the engine to produce a ratio. Item 5. The engine system according to Item 4.   The controller is adapted to adjust the amount of the second fuel supplied to the engine to a greater amount than is necessary to ignite the first fuel in the transient engine operating state. The engine system according to claim 1.   The controller controls the amount of the second fuel supplied to the engine to be greater than necessary to ignite the first fuel at the specified time in the transient engine operating state. The engine system according to claim 1, adapted to be adjusted.   A transitional engine for the controller to adjust the amount of the second fuel delivered to the engine in relation to a difference between a particular engine operating condition and a measured engine operating condition; The engine system of claim 1, wherein the engine system is adapted to send a signal to the second fuel regulator during operation.   The controller further adjusts the amount of the second fuel supplied to the engine in relation to a rate of change of the difference between the specific engine operating state and the measured engine operating state. 9. The engine system of claim 8, wherein the engine system is adapted to signal the second fuel regulator during transient engine operation.   For the controller to adjust the amount of the second fuel delivered to the engine in relation to a reduced portion of the difference between a particular engine operating condition and a measured engine operating condition A signal is sent to the second fuel regulator during transient engine operation, and the remaining portion of the difference between the specific engine operating state and the measured engine operating state is The engine system according to claim 1, wherein the engine system is used to operate a throttle during intake of the engine system.   2. The transient engine operating condition comprises at least one of changing engine speed, changing engine load, expected change in engine speed, or expected change in engine load. Engine system.   The controller is coupled to the engine load to receive an incoming load signal and, in relation to the incoming load signal, adjusts the amount of the second fuel supplied to the engine. The engine system of claim 1, wherein the engine system is adapted to send a signal to a second fuel regulator.   The controller is coupled to the first fuel regulator to regulate the amount of the first fuel supplied to the engine and is supplied to the engine in connection with the load arrival signal. The engine system of claim 12, wherein the engine system is adapted to send a signal to the first fuel regulator to regulate the amount of the first fuel.   The engine system of claim 1, wherein the first fuel regulator comprises a gas mixer and the second fuel regulator comprises an injector.   The engine system of claim 1, wherein the first fuel is natural gas and the second fuel is diesel. The internal combustion engine comprises a plurality of combustion chambers;
A plurality of the second fuel adjusting devices individually controlling the amount of the second fuel supplied to the plurality of combustion chambers simultaneously with the first fuel supplied to the combustion chambers A second fuel adjusting device,
The controller is configured to signal the plurality of second fuel regulators to individually regulate the amount of the second fuel supplied in different quantities for different combustion chambers; The engine system according to claim 1.   The control device individually adjusts the amount of the second fuel supplied to compensate for the difference in torque generated in each of the plurality of combustion chambers. The engine system of claim 16, wherein the engine system is adapted to send a signal to a fuel regulator.   The engine system of claim 17, wherein the controller is adapted to receive a signal indicative of the torque generated in each of the plurality of combustion chambers and to determine the compensation in relation to the signal. An engine control device comprising a processor,
In a steady state engine operating condition, the amount of second fuel to be supplied to the engine at the same time as the first fuel being supplied to the engine is set to ignite the first fuel at a specific time. Determining in relation to the amount of the first fuel supplied to the engine;
Determining the amount of the second fuel to be supplied to the engine simultaneously with the first fuel in a transient engine operating condition, in a manner different from the relationship in steady state engine operation. An engine control device comprising a processor configured to perform The transient engine operation is acceleration, and the processor
Configured to perform an operation including determining the amount of the second fuel in the transient engine operating state to be greater than the amount determined in accordance with the relationship in a steady state engine operation. The engine control device according to claim 19.   The processor is configured to determine the amount of the second fuel in the transient engine operation to adjust the torque contribution of the second fuel in relation to the torque contribution of the first fuel. The engine control device according to claim 19.   In response to the transient engine operation, the processor has a ratio of the torque contribution of the second fuel to the torque contribution of the first fuel substantially greater than in steady state engine operation. 23. The engine control device of claim 21, wherein the engine control device is configured to determine an amount of the second fuel.   The processor is configured to determine the amount of the second fuel to be greater than necessary to ignite the first fuel in the transient engine operating state. Item 20. The engine control device according to Item 19.   The processor determines the amount of the second fuel to be greater than necessary to ignite the first fuel at the specified time in the transient engine operating state. The engine control device according to claim 19, which is configured.   The processor is configured to determine the amount of the second fuel in the transient engine operating condition in relation to a difference between a specific engine operating condition and a measured engine operating condition. The engine control device according to claim 19.   The processor further includes a second fuel quantity in the transient engine operating condition, further related to a rate of change of the difference between the specific engine operating condition and the measured engine operating condition. 26. The engine control device of claim 25, configured to determine   The processor determines the amount of the second fuel in the transient engine operating condition in relation to a reduced portion of the difference between a particular engine operating condition and the measured engine operating condition. The remaining portion of the difference between the specific engine operating state and the measured engine operating state is used to operate a throttle at intake of the engine system. The engine control device described in 1.   The processor is configured to receive an incoming load signal from a load coupled to the engine, and the processor determines an amount of the second fuel to be supplied to the engine in relation to the incoming load signal. The engine controller of claim 19, wherein the engine controller is operable to.   The engine controller of claim 19, wherein the processor is further configured to determine the amount of the second fuel individually for a plurality of combustion chambers of the engine.   The processor is further configured to determine the amount of the second fuel individually for the plurality of combustion chambers of the engine to compensate for the difference in torque generated in each of the plurality of combustion chambers. 30. The engine control device according to claim 29, configured.   31. The engine controller of claim 30, wherein the processor is further configured to receive a signal indicative of the torque generated in each of the plurality of combustion chambers and to determine the compensation in relation to the signal. A method of supplying fuel to an engine,
In order to ignite the first fuel at a specific timing, in relation to the first fuel in steady state engine operation, to supply the engine simultaneously with the first fuel being supplied to the engine. Determining the amount of the second fuel of
Determining the amount of the second fuel to be supplied to the engine simultaneously with the first fuel in transient engine operation, in a manner different from the relationship in the steady state engine operation.   The step of determining the amount of the second fuel in transient engine operation causes the amount of the second fuel in acceleration to be greater than the amount determined according to the relationship in steady state engine operation. 35. The method of claim 32, comprising determining as follows.   Determining the amount of the second fuel in transient engine operation includes adjusting the second fuel torque contribution to adjust the second fuel torque contribution relative to the first fuel torque contribution. 35. The method of claim 32, comprising determining an amount.   The step of determining the amount of the second fuel to adjust the torque contribution of the second fuel is greater in transient engine operation than in substantially steady-state engine operation. 35. The method of claim 34, comprising adjusting the amount of the second fuel to produce a ratio of the torque contribution of the second fuel to the torque contribution of.   Determining the amount of the second fuel so that the step of determining the amount of the second fuel in transient engine operation is greater than necessary to ignite the first fuel. 35. The method of claim 32, comprising:   The step of determining the amount of the second fuel in transient engine operation is such that the amount of the second fuel is greater than necessary to ignite the first fuel at the specific timing. 35. The method of claim 32, comprising determining an amount.   Determining the amount of the second fuel in a transient engine operating state determines the amount of the second fuel in relation to a difference between a specific engine operating state and a measured engine operating state. 35. The method of claim 32, comprising the step of:   Determining the amount of the second fuel further comprises determining the amount of the second fuel in relation to a rate of change of the difference between the specific engine operating condition and the measured engine operating condition. 40. The method of claim 38, comprising the step of determining.   Determining the amount of the second fuel in a transient engine operating condition may include determining the second fuel amount in relation to a portion of the difference between a particular engine operating condition and a measured engine operating condition. Determining the amount, and using the remaining portion of the difference between the specific engine operating state and the measured engine operating state in operating the intake throttle of the engine. Item 33. The method according to Item 32.   33. The method of claim 32, further comprising receiving a signal indicative of an incoming load change of the engine and determining the amount of the second fuel in anticipation of the incoming load change.   35. The method of claim 32, wherein determining the amount of the second fuel comprises determining the amount of the second fuel individually for a plurality of combustion chambers of the engine.   43. The method of claim 42, wherein determining the amount of the second fuel includes determining an amount to compensate for a difference in torque generated in each of the plurality of combustion chambers of the engine. Method. Receiving a signal indicative of the torque generated in each of the plurality of combustion chambers;
43. The method of claim 42, wherein determining the amount of the second fuel to compensate for a torque difference includes determining the amount of the second fuel in relation to the signal. .

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